Amphibian balloon



Jan. 17, 1928.

F. G. DIAGO AMPHIBIAN BALLOON 5 sheets-sheet i Filed Oct. l5 1926 Jan. 17, 1928.

F. G. DIAGO AMPHIBIAN BALLOON Filed Oct. 15. 1926 5 Sheets-Sheet 2 .lm 17, 192s. 1,656,780 F. G. DIAGO AIIPHIBIAN BALLooN Filed Oct. 15. 1926 5 Sheets-Sheet 3 ATTORNEYS Jan. 17, 1928.

F. G. DIAGO AMPHIBIAN BALLOON Filed OCt. 15. 1926 y 5 Sheets-Sheet 4 hsv ATTORNEYS Jan. 17, 1928.

F. G. DIAGO AMPHIBIAN BALLooN Filed Oct. 15. 1926 5 Sheets-Sheet 5 BY a ATTORNEYS aofthe l masts.

Poema Jan. 11, 192s.

PATENT OFFICE.

FEDERICO GUILLEMO DIAGO, 0F HABANA, CUBA..

AHPHIBIAN BALLOON.

Application tiled Dctober 15, 1926. Serial No. 141,819.

This invention relates toimprovements in air craft, an object of the invention being to provide a dirigible balloon capable of navlgating the air, upon the surface of water and -1n' some instances upon a level earth surface'.

Another object of the invention is to pro- .vide movable masts which are readily erected upon the balloon topermit navigation in the last two instances stated should other means of locomotion fail.

Another object of the invention is to provide large wlndow openings which are mtended to be opened in an event ofV a storm,V

permitting the wind to blow through and thus save the balloon from destruction due to abnormal air :pressure upon the sides.

A further object of the invention is to provide not only a novel arrangement of the gas containing means, but also to provide a novel construction in the gas container by which quick changes of temperature in the gas are avoided.

Other objects and advantages appear in the following specification, reference being had to the accompan ing drawings, in which Figure 1 is a sidi, elevation of the improved balloon. Figure' 2 is a plan view thereof.

Figure 3 is a longitudinal section of the front end of the balloon.

Figure 4 is a longitudinal section of the rear end of the balloon.

Figure 5 is a detail cross section taken substantially on the line 5 5 of Figure 4 and showing the means for erectipg' on'e of Figure 6 is a vertical section taken on the line 6-6 of Figure 4.

Figure 7 is a detail elevation of oneof the propeller motorhatches in the extended position.

Figure 8 is a sectional view thereof taken substantially on the line 8 8I of Figure 7 Figure 9 is a detail cross section illustratng the mode of fastening the motor hatches.

Figure 10 is a detail cross section illustrating the particular construction of one of the gas containers.

Fi re 11 is a. sectional view of the balloon covering or fabric.

an anchor used in connection with the balloon.

Figure 13 is a detail perspective view of the mooring device.

Figure 14 is a longitudinal section of an apparatus for injecting granulated cork into the gas container.

Recognition of the fact that aerial navigation has not reached that perfection at which a large margin of safety is assured aerial craft while in flight has led to the development of the herein disclosed aircraft which is capable of descending under force of necessit and navigate upon either water or land. he aircraft is of the lighter-thanar but dirigible type, and in view of the foregoing capabilities has been termed an amphibian balloon.

In its general aspect (Fig. 1) the balloon comprises a superstructure 1, mid-section 2 and a base secti'on 3. 'The base section has a keel 4 appended thereto, this device being of a special value when the balloon alights upon the water thus acting in the capacity of a ship. In this event it is estimated that the water line will come approximately to the bottom of the mid-section 2. The keel 4 is also capable of acting in thecapacity of'a skid as when the balloon alights upon the ground. The structurel of the keel is herein disclosed in a general way only, it being regarded as understood that actual practice ma make requirements not easily anticipated ere.

The superstructure .1 has front and rear headers 5 and' 6 (Fi 3 and 4) and intermediate headers 7 3) which serve as endclosures for compartments 8 and 9 which contain numerous gas bags or ycontainers 10 at present shown as round balloons. A Hoor V11 divides the superstructure 1 from the mid-section 2. The superstructure is surmounted by a deck 12. This deck may be used as a promenade for the passengers of the balloon, in addition to the other purposes which it serves, for which first purpose the intermediate headers 7 are aced apart (Fig. 3) to permit the instlliation of a suitable arrangement of stairways 13 reaching, principally, from the oor 14 of the mid-section 2.

The foregoing additional urpose to which the deck 12 is put is that of a mounting for` i a pair of masts which, by means of the gearin 16 are capable of either bein depresse into a recumbent position as s own or moved into an erect position as when the use of sails is necessitated. For the latter purpose each mast has a number of spars 17 capable of being turned around into customary position to aid in supporting the sails (not shown). Y

The gearing 16 is driven by worm pinions 18 on a common shaft 19 which extends lengthwise of the superstructure and is journalled in suitable bearings 20. Meshing gears 21 and 22 (Fig. 4), the latter upon an upright shaft 23 which carries a handwheel 24 and is located in the rear cabin 25, provide for the turning of the shaft 19 and for the action of the masts stated. Each mast has a stirrup 26 with a gear quadrant 27 connecting with the gearing 16.

For the purpose of protecting the mechanism of the masts and to avoid an accumulation of rain or snow upon the top deck 12,

provision is made of longitudinal gates or hatches 28 which are hinged at 29 so that they may be swung up or down as occasion may require. When swung up (Fig. 6) they assume the shape of a gable the sides of which are in line with theinclined sides of the superstructure 1. In practice the top deck 12 will be of` suiciently large proportion to permit its use as a promenade as alread suggested, and it is therefore conceivablb that the hatches 28 may be provided with windows permitting use of the top deck during inclement weather.` The assengers may walk around the mast and t e mechanism thereof.

Somewhat similiar hatches 30 may. provide a cover for the front stairway 31 which leads from the front ilots cabin 32. The rear cabin 24 is used y an assistant pilot. T'he front hatches 30 may be hinged upon the forwardly inclined portion of the superstructure, permitting swinging back and forth as may be desired.

The mid-section 2 is in practice most conveniently fitted out for .passenger accommodationfas indicated by the berths 33 and 34 (Fig. 1), the actual arrangement not being attempted herein because that is obvious Aand is subject to rmuch modification. The mid-section is equipped with a urality of large window openings 35 which ordinarily are left. closed but are completely opened when the balloon is cau ht in a severe storm, permitt' the win to blow through and thus: avoi breaking the aircraft in two. The window openings are obviousla located elsewhere than at,V the S otl'd t0 if :fw I' accommodatln, being to provide unobstructed cro s. ,.J. for the l ne'.

A plurality offgas Vi: or containers' 36 also occupies the mid-section 2, these t eidea capable of bein emptied of their aseous contents so that t e draft occasioned t rough the mid-section upjon opening the windows 35 may carry t e gas away upon the necessity of lowering the aircraft. These bags or containers are shown as of elongated form but obviously may be made in other shapes. They may be arranged in pairs as sug ested in Figures 1 and `4, or they may be istibuted about the mid-section in a variety of ways as shown in Fi re 6. In any event a certain number o the bags,

constituting a set, will be coupled together at one end with a. gas suppl pipe 37 and at the other end with a iscliarge pipe 38. The rst pipe is controlled by a valve 39, the second by a valve 40. Suitable controls for the various valves may extend to the rear cabin 25, the idea being to permit emptying of an one or all sets of gas bags.

In practice e gas ba s will be rovided with rigid heads 41 whic are suitdbly supported. The gas bags themselves are collapsible as as escapes therefrom, the collapse of t e gas bags 'facilitating the pa e of ainthrough the mid-section when the windows adjacent to the bags are thrown open. y

Propellers 42 drive the balloon forwardly when used as an aircraft. Thse propellers are driven by electrical motors 43 (Figs. 7 and 8) which are supplied with current through cables 44 from a source carried by the aircraft. It is not essential that the pro pellers be driven electrically since any known typl of gasoline motor may be used if desire In any event, using the electrical motor 43 as an example, the power plant is mounted upon a hatch 45 which is provided with tracks 46 along which the base of the motor is movable to an extended position on the hatch, and in reference to which thel motor base may be clamped by any suitable means. Prior to closing the hatch 45, as when thc aircraft is forced to alight upon the water, the motor 43 is pulled inwardly along the tracks 46 to such extent that the Vhatch may freely swing upon its hinges 47.

The hatch 45 is swingable into an opening 48 in the side of the base section 3, both the of the hatch and the opening being beveled to insure making a tight joint when the hatch is closed. Suitable means are provided for making a water-tight closure, the

provision consisting of swinging bolts'and` thiiAlplb screws 49 (aBIid briclets 50. l

engine 51 ig. 4 ives a propel er 52 when the ballon is used as a water craft, there bein a sliiftable clutch 53 by which the propeer can be stopped and started. The outer end of the propellershaft 54 has upon a bracket 55 which serves the additional rpose-of asu port for a rudder 56. The l:

dder shaft 57 as a cross arm 58 llll iis

. rudder and thus steer the balloon. The rudder serves the same pur se when the balloon acts as a watercraft. e gas lost by emptying lthe bags 36 ma be replenished b a plant 61 of any suita le description, an located witliin the base section 3.

Swingable platforms 62 located in the base section 3 provide convenient places at which the passengers may step out to view the landscape. These platforms will be made much on the order of the hatches 45, previously described. Provision must be made for rendering the openings in the side of the base section 3 water tight when the latforms are closed, and as in the case o the hatches 45, suitable hoisting mechanism must be provided within the base section for moving the platforms u and down.

An anchor for e aircraft comprises a toothed holding member 63 and a heavy ball or other weight 64. The anchor is suspended by a chain. 65 which, inv practice, will be wound upon an appropriate windlass within the aircraft. The wel ht 64 has a pair of side grooves 66 (Fi 12 arranged to engage the parallel rais 6 o the mooring device ,shown in Figure 13. These rails are flared at one end as shown so that the weight may be guided into place to better advantage. The mooring device is rigidly fixed upon the ground at the entrance to an appropriate anger or other housing contrivancc for the balloon.,

It is noted in a number of the views of the drawing (for example Fig. 6) that the aircraft has a covering composed of a plurality of plies. The 'first of these consists of a layer of cork veneer68 (Fig. 11). The next layer 69 is composed of the fibre of royal palm tree leaf stalks, the last and outside layer being composed of sheet mica 70. The last layer gives the covering or envelope a glazed appearance, not only lowering theair resistance but protecting the aircraft in a large measure against fire from outside sources. The layers 68 and 69 form good insulators, preventing sudden changes in temperature within the balloon.

'A special construction. of the gas containers themselves adds further protection against sudden changes of temperature of the gas. One of the gas bags 10 (Fig. 10) may be described as an example; This gas bag, like the covering of the balloon, iscomposed of a number of lies of material, the rst being composed o canvas or other suitable material 71, the next a layer of cork veneer 72, the last a layer of asbestos 73. The interior of the gas ags 71 is coated with p granulated cork 74 which is applied in a special manner. The gas bag has a filling tube 75 which, when the gas bag is filled with gas, is closed and sealed in any appropriate way.

Figure 14 illustrates a special apparatus for coating the interior of the container 10 with granulated cork, and later for filling it with gas. The motor 76 of a fan 77 is suitably mounted in the ared intake of a conduit or body 78 which, after a number of reductions' in diameter, linall terminates in a swiveled nozzle 79 over w ich the filling tube 75 is stretched.

A 'hopper 80, mounted u on the body 78, contains granulated cork, t e flow of which is controlled by a gate 81. Prior to applying the gas container 1() to thenozzle 79 it is partly filled with an elastic and Huid cement which is moved about within the container until the entire interior is coated after which it is poured out again and the tube 75 applied to the nozzle 7 9 as stated.

The'fan 77 is then set in motion and the gate 81 partly o ened. The escaping granules of cork are tiien blown into the container 10 wherein they are distributed by the action of the air blast. The cork granules will adhere to the cement until the entire interior surface is covered, whereu on the air blast is cut off and the residu air inthe container 10 permitted to esca e. A gas cock' i 82 isthen turned on and e container 10 filled to the desired'pressure. The mode of filling the gas containers 36 (Fig. 4) is different, as has already been explained, but the structure of the flexible bags 36 is intended to be the same as that described in connection with Figure 10.

The operation may be readily understood. At this period in the history of aerial navigation t e security of. aircraft in flight is none too certain, and while comparatively safe descents can be made upon land there is practically no provision for the descent of aircraft upon water. Realizin that transoeeanic iii Vht must soon be r ized the improved ba loon has rovision for navigation upon the water shou d it be forced to alight.

Although the Amid and base-sections 2 and 3 have numerous o enings these may be closed when require the openings of the latter being especially equipped for making water tight joints around the hatch openings 48 when the base section 3 is submerged.

At such time the propeller- 52 is used to drive the craft. Or should it be so desired, the use of the propeller 52 may be dispensed with and the masts 15 moved to erect position upon the upper deck 12 whereupon suitable sails are h thereon.

e latter provision also ermits driving the craft upon level land sur aces, for example the sand of a desert. The keel 4 then acts as a skidupon which the craft slides.

When the balloon is, used as an aircraft lUtl lll)

u or erect position in reference to the hatches 45 (Figs. 1, 7 and 8) are let down and the propellers 42 moved into position. Should it happen that the aircraft encounters a severe storm, the windows 35 are o ened so as to let the wind blow ythrou h an thus avoid destroying the balloon. f necessary, one or more sets of the gas containers 36 may be emptied to lower the aircraft, this being accomplished by opening the discharge valves 40. In cross sectional shape (Fig. 6) the upper part of the aircraft as shown shouldy be built on acute angles, thus diiering from the' more or less conventional whaleback type. The sloping surfaces presented by the special construction will more readily shed ram or snow. No mention has been made previously of the mode of bracing illustrated to some extent in Figure 6. The bracing of a dirigible balloon is usually somewhat complicated so that no attempt is found necessary to be'made herein at the illustration thereof. It is believed suilicient to say that any known method of bracing may be employed.

There is a marked advantage in roviding a large number of air bags 10. ccording to present practice the 'gas is contained by very large cells which are comparatively few in number. The puncturing of one of these cells will seriously disable the aircraft, but the puncturing of a few of the as bags 10 will have little or no effect upon t e buoyanc of th'e aircraft.

l hile the construct-ion and arrangement of the improved balloon is that of a generally preferred form, obviously modifications and changes may be made without departing from the spirit of the invention or the scope of the claims.

I claim 1. A device of the character comprising a structure having an arrangement of gas containers rendering the device buoyant when employed as an aircraft, a displaceable housin on said structure, masts mounted upon sai structure housing, and means for moving the masts to dep y the structure and housing depending upon the use of the device as an air or water craft.,

2. A device of the character described comprising a superstructure, gas containing means situated 'within the su rstructure, a mid-section disposed below t e superstructure, a base-section disposed below the midsection and havin a keel employed both when the device al1 hts uon water or upon land, means carrie by t e base-section for propelling the device when used either as an air -or water-craft, and means associated with the mid-section for controlling the movements of the device.

3. Anaircraft havinggas bags, a 'mid-section inwhich said gas ags are located said mid-sectie!) having windows' adapted to assenso opened to permit a wind to blow through the aircraft, and control means permitting -the escape of gas from the bags to lower the aircraft said gas being carried away by the draft through the windows.

4. An aircraft having a plurality of gas bags arranged in sets, a mid-section contaming said sets of gas bags and having windows adapted to be opened to permit a Wind to blow through the mid-section, and means to control each set of gas bags permitting the discharge of gas from one or more sets into the air current passing throu h said window.

5, device of the character described having a mid-section, a base section having openings, hatches movably mounted in said openings being extensible when the device is used as an aircraft and closed in said openin s when used as a water craft, a propeller avin a driving motor mounted upon each hatch leing operative to drive the device when used as an aircraft, an engine contained by the base section, and.'apropeller carried by the en ine shaft being supported upon and locate beneath then mid-section for driving the device when used as a water craft.

V6. An aircraft having a base section provided with an opening, ii hatch mounted in said opening being movable to extended and closed positions, and a propeller having a motor mounted upon said hatch for driv ing the aircraft when the hatch is extended.

7. An aircraft comprising a base section provided with an opening, a hatch mounted y in the opening being movable into extended and closed positions, tracks carried by said hatch, and a propeller having a motor mounted upon said tracks and being shifted into operative position to drive the aircraft when said hatch is extended.

' 8. An aircraft provided with a mid-section.

including a cabin, a superstructure having a deck, a mast movably mounted u on the deck, means to move the mast into epressed the aircraft, and means extending to said cabin for operating the moving means from said cabin.

9. An aircraft having an up er deck, a mast mounted upon the deck including a stirrup having a gear quadrant, gearing in connection with said quadrant for moving the mast to erect or depressed position with reference to the deck, means to operate said gearing, and hatches applied to' said deck being movable in gablee position over said mast andthe operating mechanism thereof to shelter the same from rain and snow.

10. An aircraftJ comprising a body structure includin amid-section and a base section, a lu ity of Itgas bag? assembled in saidmi -section sai gas ags being collapsible but having rigid heads at opposite or erect position depending on the use of Y :ltcd in the base sectionanil connecting Withsaid lirst piping for replenishing the supply of gas, and a valve in said connection for c'ontrolling the fiow of gas.

11. An aircraft comprising an elongated hotly including a superstructure and a md section, a deck included in the superstruc- 5' lure, and a Hoor included in thev mid-sectionl the sides of the superstructure and mid-section being at acute angles in respect to each other and in respect to the floor and the deck for the purpose described.

12. A covering for aircraft comprising a layer of cork vencer, a ayer of fiber composed of leaf stalks of t 1e royal palm tree, and another layer of sheet mica.

' 13. An aircraft having a gus bag compartment, and sr plurality of gas bags assembled into a compartment each gas bag being,r composed of a fabric envelope having a filling tube, a layer ofcork veneer, a layer of esbestos sheeting upon said cork veneer, and a layer of granulated cork. applied to the interor of said envelope. i

FEDERICO GUILLEMO DIAGO.

Il* of gas, and a valve in said connection for conextremities, piping;r connecting the heads of a given number of bags at one end into a set, piping connecting the lieads at the other end. a common valve connected in 'the second piping l'or permitting the escape of the gas l'roni the bags should it. be necessary lo deilate tlie bags, gas generating apparatus sitaiml in the base section and connecting withY said lirst piping for replenishing the supply tion being at acute angles in respect to each other and in respect to the Hoor and the deck for the purpose described.

12. A covering for aircraft comprising a layer of cork veneer, a ayer of liber cour posed of leaf stalks of t 1e royal palm tree, and another layer of sheet'l mica.

13. An aircraft having a gas bag compartment, and nplurality of -gas bags assembled into a compartment each gas bag being,` composed of a fabric envelope having a filling tube, a layer of cork veneer, a layer o asbestos sheeting upon said cork veneer, and a trolling the flow of gas.

ll. An aircraft comprising an elongated body including;r a superstriu-ture and a midsection` a deck included in the superstructure, and a floor included in the mid-section. the sides of the superstructure and mid-s60- terior of said envelope. i

CERTIFICATE or CORRECTION.

Patent No. 1,656,780. Granted January 17, 1928. It is hereby certified that the name of the patentee in the ab'oye numbered patent is erroneously written and printed as "Federico Guillemo Dingo", whe'ren said name should have been written and printed as "Federico Guillermo Dingo z' and that the said Letters `Patent should be read with this correction therein that the same may conform to the record of thecase in the Patent Office.

Signed and sealed this 1st day of May. A. D. 1928.

M. I. Moore,

(Seal) Acting Conminioner of Patents.

layer of granulated cork applied to the in- 30 CERTIFICATE 0F CORRECTION.

Patent No. 1,656,780` Granted Jnnunry I7, 1928.

It is hereby certified that the name of the patentee in the above numbered patent is erroneously written and printed as "Federico Guillemo Dingo", where said name should have been written and printed as "Federico Guillermo Diago": and that the said Letters Patent should be read with this correction therein that the same may conform to the record of the case in the Patent Office.

Signed and sealed this I-st day of May, A. D. 1928.

M.V J. Moore, (Seal) Acting Commissioner of Patents. 

